Railway-traffic-controlling device.



I I I I l I J. FOURNIA'. RAILWAY TRAFFIC CIIIIIII'II'IIIIIG DEVICE. Ki'ILIC/ITION FILED FEB. I2. I913.

Patented Apr. 4, 1916.

3 SHEETS-SHEE I.

J. FOURNIA. RAILWAY, TRAFFIC CONTROLLING DEVICE.

APPLICATION meo FEB. 12. 1913.

Patented Apr. 4, 1916. 3 SHEETS-SHEET 2 I m Mm W 3 ms rwwi V p Fl m 1 1 m r a V w N m m m y 5}. 1 l NN MN v 7 3 V m Q m w i W J. FOURNIA. RAILWAY TRAFFIC CONTROLLING DEVICE, APPLICATION FILED FEB. I2. 1913.

Patentefi Apr. 4, 1916.

3 SHEETS-SHEET 3- TOHN FOURNIAQOF ALBANY, NEW "YO-BK.

RAILWAY-TRAFFIC-CONTROLLING DEVICE.

' Application filed February 12, 195.8. Serial Roi 747,856.

.To all whom it may concern: V

Be it known that 1, JOHN FOURNIA, a citizen of the United States, residing at Albany, in the county of Albany and State of I New York, have invented certain new and useful- Improvements in Railway-Traffic- Controlling Devices, of which the following is a specification, reference being had therein to the accompanying drawings, forming part thereof. 1

My invention relates to railway trafliccontrolling devices and particularly to that cla s of traffic-controlling devices which are knon as automatic train stops. An object of my invention is to provid afreliable controlling apparatus which will pbsit ively apply the brakes automatically at the proper and predetermined times, in such ahiiwavas to bring the train to agradual stop Without any sudden or unnecessary jar, and which will operate in this manner irrespective of the length of the train. In order tomake the usual. service application of the brakes in the common air-brake systems, the pressure in the'train pipe is reduced a certain amount, usually about twenty pounds.

In order to effect this reduction the amount of'a'ir that is permitted to escape is dependent 'upon the length of the train pipe, being proportionate to the amount of air that is in the entire train pipe. for the whole ength of the train, and more air mpst, th' efore, escape from a long train pipe to eifecta given reduction than from a shorter train' pipe. In accordance with my lnvention, I

provide an equalizing device which is auto matically operated and which opens a vent in the traifi pipe and holds the vent openuntil the pressure in the train pipe is reduced a predetermined amount, irrespect ve of the amount of air which escapes.

Another object of my invention is to pro, .vide an apparatus which will assure thatthe engineer will always be at his post, and that he will observe the automatic signals along To thisend I provide an autothe track. niatic control which supplements, but does not dispense with, thehuman element re quired in the control of the train. Iii-other words, absolute reliance is not'had upon the automatic control, which would enable the v nicle so that one wheel w ll alwaysgo in engineer .or;other motorman to ;1 .jelaX Specification of Letters ratente plied.

Patented Apr. 4:,

watchfulness, but, in accordance with my invention, the apparatus will operate tostop the train at each signal unless prevented by the engineer, and as a positive act is re quired on the engineers part at eachsignai to prevent the automatic device from step ping the train, the likelihood of his-passing a signal without observing it is minimized.

Another object of my invention is to provide means for preventing the engineer from operating his hold-out continuously, for any nal, to assure that it is in working order,

and the apparatus is so constructed that, with the exception of the actual brake-ap plying valve, it all goes through its entire operation at each signal after the engineer has performed the positive act required of him to Another object of my invention is to {providean improved mechanical trip for the apparatus, one of which is located at each signal, which is so'arranged and constructed as to be actuated by each Wheel of a train which passes overthe rail, thereby f -keeping the trip in good working order,;and this trip preferably extends upthrough a perforation through the head of the rail at the side of the... web, thereby weakeningqthe rail negligible extent.

Another object of my invention is to proprevent the brakes from being a.p

vide' an operating device for the-automatic brakeapplying apparatus,-which is carried p by the engine or other. railway vehicle in proximity to the track in position to be engaged by' the automatic tripping devices, and'located between twoqvheels of the vechambers a track.

Other g .ieral objects of my invention are reliability of operation and simplicity of construction. Still other objects and advantages of my invention will appear from the following description.

"I shall now describe the embodiments of my invention illustrated in the accompanying drawings and shall thereafter point out my invention in claims.

Figure l is a diagrammatic represehtw tion of my improved apparatus showing a part of a locomotive in outline and the apparatus-correctly positioned thereon. Fig. 2 is a diagrammatic representation, partly in sectional elevation of my improved apparatus. Fig. 3 is an elevation, partly in sec tion, of a portion of a rail and of my mechanical tripping device attached thereto and disposed in proper tripping relation to the apparatus shown in Fig. 2. Fig. 4; is a transverse sectional elevation of the operating valve, taken on line -l-4 of Fig. 6. Fig. 5 is a bottom detail view of a rotary valve head showing the stem in section. Figs. 6 and 7 are central longitudinal sectional elevations of the operating *alve showing the valve, respectively, in non-operating and in operating positions. F ig. 8 is a diagram matic view of an automatic signal and a portion of a track showing a modified form of mechanical trip and showing the magnetically controlled trip. Fig. 9 is a transverse sectional detail on an enlarged scale of the rail showing the modified form of mechanical trip which is shown in Fig. 8.

The illustrated apparatus is connected with the air brake system and is operated by the air pressure used in this system. A vent 1 is provided in a branch pipe 2 of the train pipe 3 and the train pipe is vented to reduce the pressure therein and apply the brakes byoperating the brake-applying valve device arranged in control of this went 1. 'This brake-ap1.)l ving valve operates by equalizing pressures on opposite sides of anequalizing piston valve 4 in control of thevent 1 to hold the equalizing valve 4 closed when the pressures on its opposite sides are substantially equal, and to be raised oil vits seat and open the vent when the pressure on its under side is excessive. The brake-applying valve includes two r and G, the former of which is termed a high pressure chamber. and the latter a low pressure chamber, and )mmunication with which is controlled by a slide valve 7 which is adapted to reciprocate in the casing 8 of the brake-app]v-ing valve. In the normal position of the slide valve 7, which isv shown in F ig. :2, the chamber 5 communicates with the train pipe 3 through the branch pipe :2. passageway 5). bridging recess 10 in the slide valve 7 and passageway 11;.and the chamber 6 communicates with an atmospheric port 12 through the passageway 13, and the bridging recess 14: in the slide valve 7. Communication between the main reservoir pressure line 15 and the engineers valve 16 is provided through a conduit including ,the pipe 17 leading into the upper part of the casing 8 of the brake-applying valve. and the pipe 18 which leads from the casing 8 to the eugineer's .valvelli. Main reservoir pressure is therefore provided upon the slide valve 7 which tends to hold the slide valve seated in anv position to which it is moved.

With the slide valve in the position shown in Fig. 2. the pressure upon the opposite sides of the equalizing valve 4 is equal. and since the exposed area of the upper side of the valve is greater than that of the lower side, the valve is seatbd under these conditions and holds the rent I closed. When the slide 'alve 7 is moved to the left. the bridging recess 10 in the slide valve is moved over so as to connect the passagcways 11 and 13. and in this position of the valve. therefore. the two chambers 5 and (i are connected while comnumication between the chamber 5 and the train pipe is intcrruptwl and the communication between chamber (i and the atmospheric port 12 is interrupted. The pressure in the chamber 5 immediately falls until the pressure in the two chambers 5 and 6 is equal. and since the pressure upon the upper side of the equalizing valve in is thereby reduced. this equalizing valve is raised oti' its seat by pressure on its under side, and the train pipe is vented until the anldlmt, irrespective of the amount of airthat must escape and eti'ect this reduction. The brakes are applied in this manner very gradually and without any sudden jolt, or in other words, the usual service application of the brake is thus made. When the slide valve 7 is in this brake-applying position,

1 it closes oh the port connecting with'the pipe 18, and thereby closes ofi communicaf Ition between theengineers valve 16 and'the main reservoir, and thus prevents the main reservoir pressure from passing into the train pipe and keeping u the train pipe pressure to running con ition when the train pipe is vented. To operate the bralie-applying valve, operating means are employed which are automatically operated by actuating means located along the railroad track, and in the embodiment shown a piston device is employed whichis operated by air pressure fromv the mam reservmr line 15 and con-- trolled by the operating means. In the specific apparatus shown the operating means is actuated bytrack instruments or mechanical tripping devices,. but it is evident that any suitable or well-known means could be employed for the actuation of the operating means. The piston device comprises a piston 19 which reciprocates in a j cylinder 20 and is connected to the slide valve 7 by a piston stem 21 and thereby transmits reciprocation to the slide valve 7 A conduit provides communicationbetween the main pressure reservoir line 15 and to the cylinder 20, and includes branches leading to' opposite sides of the piston 19,

' and communication with these respective hereinafter to lie-described.

branchesis controlled by the operating valve 1 which is a rotary valve and is actuated by -a track instrument as will hereinafter ap- This conduit includes the pipe 22' .lcading from the main reservoir pressure line 15 to the rotary valve, and from this pear.

rotary-valve lead the two branches, one the pipe '23 leading to the cylinder 20 in front of the piston 19 so that air entering from thepipe 23 will move the slide valve 7 to the position .shown in Fig. 2, and the other consisting of the pipes 24 and 25 the latter of which leads behind'the piston 19', and communication between which is controlled by the manually actuated controlling valve ways 30 and 31 are connected to the pipes 23 21nd 24 respectively. The pipe 22 co1nmunicates with the port 33 in the cap 3d of the operating valve and the main reservoir pressure enters this port 33 and envelops the rotary valve head 28 and pas-ass out of the instruments.

passageway 30 through a port 35 intherotary valvebead or out of the passageway 31 according to the position of the rotary valve head 28. In the normal position of thero tary valvehead the port 35 registers with the passageway 30 as shown in Fig. 6, andniain' reservoir pressure therefore normally passes through the pipe 23'into the cylinder 20in front ofpiston 19. The rotary valve head 28 is cut out on its two opposite sides as shown in Figs. 4 and 5, providing a central portion which in the normal position of the rotary valve head over-lies the entrance to the passageway 31 and closes this means of communication between'this passageway 31 andthe port 33. The under side of the rotary valve head is provided with a recess 36 which furnishes communication between the passageway 31 and the atmospheric passageway 32 in the normal position of the valve head, as shown in Fig. 6. This recess 36 is provided with two radial extensions 37 on'opposite sides of the port 35, and as shown in Fig. 7, these recess extensions 37 provide communication between the passagewayBO anda-the atmos pheric passageway 32, astherotary valve is rotated by engagements with the track It will be noted that'commu: nication will be provided as above described when the rotary valve head is actuated, irrespective of the direction in which the train is moving since there are two cut away portions and two recess extensions 37 and one of each of these will be-brought into service when the valve is rotated in one di rebtion and the other when the valve is rotatcd in the opposite direction.

It will now be understood thatin the normal or non-operating position of the opermain reservoir pressure is being admitted through the pipe 23 in front of the piston .19, while the space behinchbeing connected to the atmospheric passageway 32 through: the pipes 25 and 24, the passage 31 and the recess 36, is at atmospheric-pressure; and

that when the lever arm 26 is actuated and the valve 28 is rotated, these conn-ections are reversed, and the pipe 23 is connected with the atmospheric passageway 32,

and pipes 24 and 25 are connected with the'main reservoir pressure. If nothing operates to prevent communication between the pipes 24: and 25, the main reservoir pressure will operateto move the piston 19 and hence the slide valve 7 to the position opposite that shown in Fig. 2 and thebrakes ill be applied in the manner heretoforedev 'ibed. To prevent the application of the b akes, however, manuallycontrolled means 'a e providedunder the control of the engineer by which communication between the pipes 24 and 25 is prevented, and the main reservoir pressure which is admitted to the 1 05 ating valve, as shown in Figs. 1, 2, 4 and 6, f

pipe 24 is diverted to effect the operation of a restoring device to restore the operatervoir pressure is admitted through the pipe near the top of the casing 39, and this pressure fluid envelops the slide valve 38 and holds it seated and in the position to which it is moved. Secured to a rearwardly extending stem will on this slide valve is an operating handle pivoted at its lower end and connected with a treadle member 43 whereby the stem 41 can be reciprocated either by foot or by hand. The handle 42 is provided with a stop 44 which engages a latch 45 in the normal position of the latch. as shown in Fig. 2, after the handle 42 has been moved a short distance. This latch 4.5 has on its lower end the piston 46 slidable in a cylinder 47, and this piston is normally held in an elevated position by a spring 48, and is withdrawn by fluid pres sure admitted to the upper side of the piston 4-6. as will hereafter appear. 7

In the normal position of the slide vali e, shown in Fig. 9., a bridging passageway 49 provides communi'ation between the pipes 24 and 25, but as the engineer moves the handle 42. or treadle 43, until the stop 44 engages the latch l5, he thereby moves the slide valve 38 sufficiently to connect the pipe 25 with an atmospheric port 50 in the casing 39. and to connect the pipe 24 with a pipe 51 which has two ln'anchcs, one branch 52 leading to the upper side of the. latch piston 46. and the other branch leading behind a piston 54 connected by a stem 55 with the slide valve 38, and reciprocated in a cylinder 56. The air thus admitted to the pipe 51 from the pipe 324 servcsboth to retract the latch if) from the path of the stop 44 and to complete the movement of the slide valve 38 by the pressure liuid admitted hehind the piston 54. It will therefore be seen that the engineer merely initiates the operation of the controlling valve and that thereafter its operation is automatically completed. This further automatic movement of the slide valve serves to operate a restoring device for the operating valve to restore the apparatus to its normal running condition, and also to admit pressure fluid in front of the piston 54 to restore the control valve to its normal position, as will now be described.

The restoring device is located directly above the operating valve and bothare carried upon a plate 57 secured at its end to the boxes 58' of the drive wheels of the locomotive. Being thus carried by the same member the relative distance, between the two is always the slams, and since they are botlr support d upon the axles of the locomotive the re ative distance between the lever arm 26 and the rail is always the same, there being no spring to yield and vary this relative distance. It will be readily under stood that it is important to keep this relative distance constant in order that the operating device will positively be engaged and actuated by the track instruments. Since the other parts of the apparatus are mounted upon the spring supported superstructure of the locomotive, it is essential to provide flexibility in the pipe connections between the yielding and the rigid parts of the apparatus, and this may be provided in any suitable way, as by flexible pipe sections, as shown in Fig. 1. The operating valve is disposed directlybver the rail, and inasmuch as the track instruments will usually be provided in the .rails in only one side of the track. the operating valve and restoring device will be duplicated on both s'des of the locomotive to assure operation y the track instrpments in whichever way the locomotiye tigoing upon the track, these duplicated parts not. being shown to avoid confusio'n ol ill-nstration. It will be noted thatathe operating valve is arranged between tlie't'gvo drive wheels of the locomotive. with the result that one wheel always precedes the level-pr m 26, and clears the track of any foreign dbstruction in the path of the ope 'ating lever. A

The restoring device comprises two di verging arms forming an inverted V-shaped device 57 disposed directly above the upper end of the lever 26 carried upon the downward extending stem 58 on a vertically sliding piston 59 which reciprocatcs in a cylinder 60. This piston 5!.) and connected parts are normally maintained in elevated position by a spring G1, and by air pressure which enters through a pipe 62 which enters the cylinder (50 on the under side of the piston 59, and connnunicates with the port in the casing 39 of the controlling' valve with which a transverse slot (33 in the slide valve 38 normally registers. Main reservoir prt sure which envelops the slide valve 38 non mally passes through this slot (33 and thence through the pipe 62 to the under side of the piston 59 and supplements the spring (31.

To depress the piston 59 and restore the operating alve. fluid pressure is admitted upon the upper side of the piston 59 through the pipe (it and under the control of the controlling slide valve This pipe (it. in the normal position of the slide valve. communicates with a longitudinal passageway in the slide valve which communicates with the atmospheric port 50 as long as the slide valve is in such position that the passageway 65 communicates with the pipetli. It is therefore apparent that in the normal condition of the apparatus,gthe space above the piston 59 is vented to the atmosphere.

to the pipe 64 and pressure fluid from the pipe lO is thereby admitted through the pipe 64 above the piston 59. At the-same'time 15 the port leading to the pipe 62 is brought into communication" with -a bridging recess 66 on the under side of the slide valve 38, ghich communicates through a port on its pper side with the passageway 65, and is i thereby vented to the atmosphere through the atmospheric port 50, the slide'valve 38 being provided with a recess 67 atthe end of the passageway 65 which is of such length that the passageway 65 is in comthe connection thus described, the restoring device is depressed,land the lever arm 26 is restored ,to itsvertical position by the 'il- .munication with the atmospheric "port 50 throughout the entire range of movement of the slide valve 38. Since pressure fluid is admitted tothe upper side of the piston 59 andthe space below thepiston 59 is at the same time vented to the atmosphere through shaped member 57, and the operating valve is restored to its normal position. ithe pipe 24- is thereby again connected'with the atmospheric passageway 32,in the operating valve, and hence the space behind the piston 54 and the space above the piston 46 are vented to the atmosphere, and the operating valve is ready to be restored. to its normal position, through the means now ,to bedescribed.

' A conduit connects the cylinder 56 in front of the piston 54 with the pipe 22, and the valvein this conduit is pontrolledby the final movement ofthe restoring mechanism. The piston 59 is provided with an upwardly extending stem 68 which projects into the cylinder 69 and isslotted as. shown in Fig. 52, and. in this slot engages a pin on a slide valve 70. This slide valve 70 is provided with a bridging recess 7l'which in the normal position of the slide valve, provides communication between an atmospheric port 72 and a port leading to a pipe 73 which leads tothe cylinder 56 and which forms one part of the conduit providing communication between the pipe 22 and the cylinder 56, while the pipe 74 which connects the cylinder 69 with the pipe 22 forms the other part of the conduit. The main reservoir pressure continually enters this cylinder 69 through this pipe 74 and on I velops the slide valve 70 and maintains this original position.

slide valve upon its seat and holds'it in adjusted position. It will be noted that the space in front of the piston 54 is normally vented to the atmo pherethrough the pipe 73, recess 71 and htmospheric port 72, so that the piston 54 and the slide valve 38 connected thereto are free to be moved to the right as above described. After the restoring device has been depressed, however,

sufficiently to restore the operating valve, the upper end of the. slot in the stem 68 engages'thepin on the slide valve '70 and the fluid pressure entering through the pipe I 6 conti ues to, depress the restoring device,

this co tinned movement being permitted by a slot 7 5 formed at the top of the restor' "ing member at the juncture of the two diverging armsas shown. ZIhe further downward movement of the restoring device serves to move the Sllde valve 70 down until communication is provided between the cylinder 56 and the pipe 22 through the pipes 73 and 74, and fluid pressure thus enters in the front of the piston 54: and moves the controlling slide-valve 38 back to its original position as shown in the drawing. As soon as the slide valve 38 reaches this position, the slot 63 is again brought into regis ter with the port leading to the pipe 62 and fluid pressure enters underneath the piston 59 and coiiperates with the. spring .61 to again. raise the restoring device 'to its normal position, the space, above the piston 59 :being again vented to the atmospherethrough the pipe 64, passageway 65, and atmospheric port 50.

It will 'now be understood that'as the lever arm 26 is actuated by the track instruments,

fluid pressure will be admitted to the piston actuating device of the brake-applying valve mechanism {to actuate the same and apply the brakes'unless this is prevented by thecontrolling valve as manually initiated .and is automatically completed'and its initial movement serve to divert the fluid pressure from the brake-applying valve mechanism to. the pistonfmechanism which completes the operation of the controlling valve; and thatin' its final movementthe controlling valve admits pressure fluid-to the restoring device which restores the operating va'lve "to its originalpositiomand the restoring device in its final movement restores the con I trolling valve to its orlginal position and thereby shuts ofl'i the fluid pressure from the restoring device which then assumes its It will thus be observed that the operating valve, the controlling valve, and the restoring devices perform their complete operation each time that the movement of the controlling valve is initiated, and hence the engineer can be continually apprised of the condition of the apparatus ,To prevent the engineer from continually a holding the handle 4? forward so that the above described operations will automatically take place when the lever arm 26 is actuated. and thus permit him to relax his vigilance. the controlling valve is so con structcd that at the beginning of its movement it both opens a port in the main reservoir pressure line and shuts oil the steam from the compressor. At this port may be provided a whistle 76, as shown, the port being located in the casing 39 of the controlling valve in such position that it is non mally covered by the slide valve 38 but is uncovered at the beginning of the movement of the slide valve and permits the pressure fluid which enters through the pipe 40 to escape through the whistle 76 thereby giving an audible alaran. At the same time the steam pipe T7 for the compressor 78 which compresses the air stored in the main reservoir 79. passes through a cylinder 80 in which is provided a piston 81 on the stem 41, which piston is arranged to close off communication through the cylinder 80 at the initial movement of the stem 41 and slide valve 38. The initial movement of the slide valve, therefore, both serves to open a vent whereby the main reservoir pressure may fall, and to shut off the compressor so that the air is no longer compressed and stored in the main reservoir 7 9. T he air pressure thereby falls and the brakes are applied in the same manner as is effected by the operation of the engineers valve.

In addition to applying brakes when the operating valve is actuated, means may also be provided for shutting oil the throttle, and I have illustrated such means, which are operated by fluid pressure admitted through a branch pipe 82 leading off from the pipe 25. The throttle stem 83 has a piston 84 formed on one end which reciprocates in a cylinder 85 to which the pipe 82 leads, and the pressure fluid which enters through the pipe 82 serves to operate the piston and shut off the throttle. In order that this movement of the throttle stem may be effected without moving the throttle bar or operating lever 86 the throttle bar is releasably connected to the throttle stem and is released therefrom at the same time the throttle stein is moved. The throttle stem is provided with a slot 87 in which the throttle bar engages and a spring pressed latch 88 normally extends in front of the throttle bar as shown in Fig. 2, and locks the throttle bar to the throttle stenr. On the end of thislatch 88 is provided a latch piston 89 which reoiprocatcs in a cylinder 90 formed on the throttle stem, and a spring .91. behind the piston 89 tends to maintain the latch in latching position, while the cylinder in front of the piston 89 communicates through a passageway 92 in the throttlestem with the piston end of the throttle stem with the result that the pressure fluid which enters the cylinder 85 and operates the throttle stem through the passageway 92 and retracts the latch 88 and releases the throttle bar 86 so that the throttle stem is moved independently ot' the throttle bar. Any likelihood of injury to the engineer resulting from the unexpected movement of the throttle bar is thereby eliminated. It will of course be observed that the operation of the controlling valve serves to divert the pressure fluid from the throttle control at the same time that it is diverted from the brake-applying valve, and if the throttle has been shut off the latch 88 is returned by the spring )1 assoon as the pressure fluid is diverted, and the engi neer has only to move the throttle bar 86 forward until it again latches to the throttle stem, and he then has complete control of the throttle. It will be understood that by the term throttle, herein, I comprehend any power control.

Turning now to the specific form of actuating means for the controlling valve: This is shown as a mechanical trip, and two embodiments thereof are shown. In Figs. 1 and 3 this is shown as a pivoted lever 93 which is pivoted to the web of the rail 94, and has an upwardlyprojecting linger 95 which projects through a perforation in the head of the rail at the side of the web, and

a coiled spring 96 is arranged underneath the free end of the lever 93 and bears against the base of the rail and tends to maintain the finger 95- in protruding position where it will strike the end of the lever arm 20. This is all inclosed in a casing 97 which serves to exclude the dirt and snow and other foreign matter. This perforation in the head of the rail through which the finger 97 protrudes weakens the rail to a negligible extent, and this location of the tripping finger has the advantage that it is engaged and depressed by each wheel that passes over it and, being thus frequently operated, 1S maintained 1n proper working con dition.

In Figs. 8 and 9 a modification of this mechanical tripplng device 1s shown. This modified construction difl'ers from that already described in that instead of the finger being mounted upon a/ pivoted lever, a substantially round rod 98 is employed which is vcrticallv slidable in the perforation provided for it in the head of the rail, and has a head 99 formed on its lower end underncath which a. spring 100 bears and tends to maintain the tripping finger in protruding position. A movable guide rod 101 for the spring may be used. One of these mechanical tripping devices is located at each signal, as shown in Fig. 8. so that the operating valve is actuated at each signal post, irrespective of the position of the signal.

also passes" It will, therefore, be noted that unless the engineer operates thecontrolling valve and prevents the operation of the brakes, the brakes will be applied at each signal, and since he has this positive act to perform at each signal, he is required to stay at his post in order to keep his train going, and since his attention is thus forciblyv called to the fact that he is passing the signal, the likelihood of his passing it without observing-it is reduced to a minimum. In actual practice the engineer wilLoperate his controlling device each time just before the operating valve is actuated, so that the pressure fluid which passes through the ipe 24, lnstead of operating the brake-app ying mechan sm,

will operate to'complete the movement of 10-i directly above electro-magnets 105 nal.

, shown in the Fig. 8. As is well known to 'those skilled in the art, the signal actuating which are connected by wiresJiOG and-1 07 in series with the electric IIIOtOh-OI other electrical actuating mechanism 1(l8 for the'sig- This mechanlsm 1S diagrammatically.

, mechanism 108-is, in common practice, en-

' it will not actuate the lever-arm 26. When ergized to hold the semaphore at clea and when it is deenergized the semaphore falls by gravityfto danger. When the signal actuating mechanism is thus energized, the electro-magnets 105 will also be energized and the finger 10:2 will be retracted so'that ii the signal actuating mechanismis deener- Y gized. however, the'elect-ro-magnets l0tiwill'. be deenergized and the finger 102 Wlllbe held in protrudingfposition by'the spring 103. If theengineer runs by a danger sign'al, he will therefore get a second'actuation' when he reaches this second track' instru'-.

inent. It sometimes occurs that the signal 7 gets stuck at clear position after the signal actuating mechanism has been de nergized, and under such conditions the finger 102 will protrude and the engineer, upon getting the actuation from this finger, will be apprised of the fact that he received a false clear indication at the signal 1ust passed.

It will be apparent that the electro-magnets 105 canbe connected in series with the actu 'ating mechanism for either the home slgnal or distant signal. i

It is obvious that the various modificw;

, time may be made in theconstructions shown in the drawings and above particularly described within the principle and scope ofmy invention.

I claim; g,

1. Controlling apparatus for railway trainscomprising, in combination with the train pipe and. a source of pressure fluid, a train pipe chamber normally communicating with the train pipe, a low-pressure chamber having normally 'lower pressure therein 'than that in the train pipe, an equalizing valve in control of a train pipe vent to close the vent when the pressures in the train pipe and in the train pipe chamber}:

are substantiallyequal and to open the vent when the pressure in the train pipe exceeds] that in the train pipe chamber,;and means, for shutting off communication between the train pipe and train pipe chamber and for establishing communication between the two chambers, whereby the pressure in the two chambers may become-equal and the equalizing valveopen the vent and permit the]v train pipe pressure to become equal to that of the two chambers. a

2. Controlling apparatus trains comprising, in combination with the railway track and the train pipe'and a source of pressure fluid, a train pipe chanr.

ber normally communicating with the train pipe, a low-pressure chamber having normally' lower pressure therein than that in the train pipe, an equalizing valve in conliIZUl of a train pipe went to close the vent when the pressures in the'train pipe and in the train pipe chamber are substantially equal and to open the vent when the pressure in'the train pipe exceeds that-in the train pipe chamber, valve mechanism for shutting ofi communication between the .train pipe and train pipe chamber and for establishing communication between the two chambers, and means located along-the railway track and operative to actuate the valre'mechanism as the train passes,where by thepres- "for railway sure ,in the two chambers may become equal and the equalizing valve open the vent and -permit the train pipe pressure to become equal to that of the two chambers. 3. Controlling apparatus for railway trains comprising, in ,combination with the 1 I railway tra'ck and the. train pipe and a source of pressur fiufid, a train pipe chamber normally communicating with the train pipe, an equalizing valve in controlof a train pipe vent to close. the rent when the" pressures inthe train pipe and in'the trainpipe chamber are substantially equal and to open the ventwhen the pressure in the train pipe exceeds that in the train pipe chamber, valve mechanism for shutting off communication between the train pipeand train pipe chamber and for reducing the pressure in that of the train pipe chamber.

t. Controlling apparatus for railway trains comprising, in combination with the railway track and the train pipe and a source of pressure fluid, a train pipe chamber normally communicating with the train pipe, an equalizing valve in control of a train pipe vent to close the vent when the pressures in the train pipe and in the train pipe chamber are substantially equal and to open the vent when the pressure inthe train pipe exceeds that in the train pinc-cpamber. a brake-applying valve mechomsnifl con trolled by the pressurefluid and operative to shut off communication between the train pipe and the train pipe chamber and to reduce the pressure in the train pipe chann her a predetermined amount, an operating valve arrangedto admit pressure fluid to the brake-applying valve mechanism to operate the same, and means located along the railway track and operative to actuate the oguuuting valve as the train passes.

a. taint/rolling apparatus for railway trains, comprising, in combination with the railwav track and the train pipe and a source of up lure fluid, a train pipe chamber normil low-pressure chamber having normally lower pressure therein than that in the train pipe, an ruualizing valve in control of a train pipe vent to close the vent when the pressures in the train )ipe and in the train pipe chamher are substantially equal and to open the vent when the pressure in the train pipe exceeds that in the pipe chamber, a brake-applying valve mechanism controlled by the pressure fluid and operative to shut oli'comnmnicatlon between the train pipe and the train pipe chamber and to establish commu nication between the two chambers, an o ierating valve arranged to admit pressure fluid to the brakeapplying valve mechanism'to operate the same, and means located along the railway track and operative to actuate the operating valve as the train passes.

6. Controlling apparatus for railway trains comprising, in combination with the n railway trac and tile train pipe and a source of pressure fluid, a brake-applying valve mechanism controlled by the pressure fluid and operative to redzure the pressure in the train pipe, a conduit connecting the source of pressure fluid "with the ln'akc-applying valve mechanism and arranged to conduct pressure lluid to the bral-:eap )lying valve mechanism to operate the same, a normally ly communicating with the train pipe, :1

pressure fluid to the 7. Controlling apparatus for railway trains comprising, m combination with the railway track and the tram p1pe and a source of pressure fluid, a brake-applying valve mechanism controlled by the pressure fiuul and operative to reduce the pressure m the train pipe, a conduit connecting the source so of pressure fluid with the brake-applying valve mechanism and arranged to conduct pressure fluid to the b 'ake-applying mechanism to operate the same, a normally closed ope 'ating valve in the conduit, means located along the railway track and operative to open the operatin valve as the train passes, estoring mcchamsm controlled by pressure and operative to close the operating valve, and manually controlled means for closing the conduit independently of the operating *alve and for admitting pressure fluid to the restoring mechanism to operate the same.

8. Controlling apparatus for railway trains comprisin in combination with a railway track and the train pipe and a source of pressure fluid, valve means adapted to reduce the pressure in the train pipe, means located along the railway track and operative to actuate the valve mechanism, pressure fluid operated restoring mechanism operative to restore the valve mechanism, a controlling valve operative only at the end of its movement to admit pressure fluid to the restoring mechanism, manually operated means for initiating the. movement of the controlling valve, and automatic means for completing the movement of the controlling valve. 9. Controlling apparatus for railway trains comprising, in combination with a. railway track and the train pipe and a source of pressure fluid, a brake-applying valve mechanism controlled by the pressurefluid and operative to reduce the pressure in the tail: pipe, a conduit connecting the source of pressure fluid with the brake-applying, valve mechanism and arranged to conduct V brake-applying valve mechanism to operate the same, a normally closed operating valve in the conduit, ea'ns located a ong the railway track and opera tive to open the operating valve as the train passes, restoring mechanism operative to close the operating valve, and a normally open controlling valve arranged in control of the conduit and operative at the beginning of its movement to close the conduit and in the latter part of its movement to operate the restoring valve.

men

19. Controlling apparatus for railway trains comprising, in combination with a railway track and'the train pipe and a source of pressure fluid, a brake-applying valve mechanism controlled by the pressure fluid and operative to reduce the pressure in the train pipe, a conduit connecting the source of pressure fluid with' the brake-applying valve mechanism and arranged to conduct pressure fluid to the brake-applying valve mechanism to operate the same, a normally closed operating valve in the conduit, means located along the railway track and operative to open the operating valve as the train passes, restoring mechanism operative to,

close .the operating valve, a normally open controlling valve arranged in control of the conduit and operative at the beginning of its movement to close the conduit and in the latter part of its movement to operate the restoring valve, a normally open controlling valve arranged in control of the conduit and of the restoring mechanism, pressurcfluid operated means for actuating the controlling valve, and manually operated means for initiating the movement of the controlling valve, the controlling valve being constructed to divert pressure fiuid from the conduit to the means for operating the controlling valve, whereby the movement of the controlling valve is completed to operate the restoring mechanism.

11. Controlling apparatus for railway, trains comprising, in combination with the railway trackand the train pipe and a source of pressure fiuid,a brake-applying slide valve mechanism arranged in control of the pressure in the train pipe and a piston. mechanism for operating the same, an operating valve, a conduit connecting the operating valve with the source of pressure fluid, two branch conduits connecting the operating valve with the piston mechanism and leading to opposite sides thereof, the operating valve being,

. railway track and the train pipe and a source of pressure fluid, a hra'keapplyihg slide valve mechanism arranged in control of the pressure in the train pipe and a piston mechanism for operating the same, an operating valve, a conduit connecting the operating valve with the source of pressure fluid, two

branch conduits connecting the operating valve with the piston mechanism and lead ng to opposite sides thereof, the operating valve being constructed to admit pressure fluid throughone branch conduit in its noralong the railway track and opera actuate the operating valve'and move it .mal position and to admit pressure fluid through the other branch'conduit when moved away from its normal position, means located ive to away from its normal position as the train passes, and manually controlled means for closing communication between the operat-* ing valve and the piston mechanism of the brake-applying valve mechanism through the second branch conduit '13. Controlling apparatus for I railway trains comprising, in coi'nbinationv with the railway-track and the trainpipeand a source of pressure fluid, a brake-applying slide valve mechanismvarranged in control of the pressure'in the train pipe and a piston mechanism for operating the same, an operating valve, a conduit connecting the open ating valve with the source of pressure fluid,

two branch conduits connecting the operating valve with the piston mechanism and leading to opposite sides thereof, the operating. valve being constructed to admit pressure fluid through one branch conduit in its normal position and to admit pressure fluid through the other branch conduit when moved away from its normal position, means track and operalocated along the railway tive to actuate the operat ng valve and move it away from its normal position as the train passes, restoring mechanism operated to restore the operating valve to normal position, 1 and manually controlled means for actuate ing the restoring mechanism.

'14:. Controlling apparatus for railway trains comprising, in combination with the railway track and the train pipe and a source of pressure fluid, abrake applying slide valve niechanism arranged in control ofthe pressure in the :train pipe and a'pision 1 ton 'mechanisin for operating the same, an

operating valv'e,'a conduit connecting the operatingva'lve with the source of pressure. f

operating valve with the piston mechanism fluid, two -bra'nch conduits connecting the and leading to opposite sides thereof, the

operating valve being constructed toadmit pressure fiuld through one branch conduit in its normal position and toadmit pressure fluid through the other branch conduit.- when i moved away from its ndrmal position,

means locatedal'ong the railway trackand operative to actuate the operating valve and move it away from its normal position as the train passes, restoring mechanism con trolled by pressure fluid and operative to restore the operating valve to 'normal'position, a controlling valve and fluid pressure operated actuating means therefor, the controlling valve bcing related to the second branch conduit and arranged to divert the pressure fluid in this branch conduit at the beginning of its movement to the actuating means of the controlling valve and during iso' itsfurther movement to admit pressure fluid to the restoring mechanism, and manually operated means for initiating the movement of the controlling valve.

15. Controlling apparatus for railway trains comprising, in combination with a railway track and the train pipe and a source of pressure fluid, a brake-controlling valve mechanism operative to reduce the pressure in the train pipe and apply the brakes, means located along the railway track and operative to actuate the valve mechanism as the train passes, restoring mechanism controlled by pressure fluid and operative to restore the brake-controlling valve mechanism to normal position, a manually actuated controlling valve operative to admit pressure fluid to the restoring inechanism tooperate the same, a iston device operative to return the control ing valve to normal position, a conduit provi ing communication between the piston device and the source of pressure fluid for conducting ually actuated controlling valve operative to admit pressure fluid to the restoring mechamsm to operate the same, a piston. device lamest trains comprising, in combination with the railway'traclr and the train pipe and a source of pressure fluid, a brake-applying valve mechanism controlled by the pressure fluid and operative to reduce the pressure in the train pipe and to shut off the supply of pressure fluidto the train pipe, a conduit connecting the source of pressure fluid with the brake-applying valve mechanism and arranged to conduct pressure fluid to the brake-applying mechanism to operate the same, a normally closed operating valve in the conduit, means located along the railway track and operative to open the operating valve as the train passes, restoring mechanism. controlled by pressure and operw ative to close the operating valve, and manually controlled means for closing the conduit independently of the operating valve and for admitting pressure fluid to the restoring mechanism to operate the same.

In testimony whereof I have affixed my sigmature in presence of two witnesses.

JOHN FOURNIA.

lVitnesses VICTOR D. Bons'r, WM. A. KELLY. 

